Engine control means



April 11, 1950 Filed July 10, 1944 A. H. wlNKLER ETAL 2,503,930

ENGINE CONTROL MEANS 8 Sheets-Sheet 1 .elyA

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April 11, 1950 A. H. wlNKLl-:R ET AL 2,503,930

ENGINE CONTROL MEANS Filed July l0, 1944 8 Sheets-Sheet 2 ,3y/6% ATTORNEY April 1l, 1950 A. H. WINKLER ET AL 2,503,930

ENGINE CONTROL MEANS Filed July 10, 1944 8 Sheets-Sheet 3 #iv/Y f//fd I @gli 5y ATTOFIVE),

April-1l, 1950 A. H. WINKLER ET AL l 2,503,930

ENGINE CONTROL MEANS Filed July 10, 1944 8 Sheets-Sheet 4 5) ATIURNEY April 11, 1950 A. H. wlNKLER ETAL 2,503,930

ENGINE coNTRoL MEANS Filed July 10, 1944 8 Sheets-Sheet 5 ALBERT' H. Eff/L April 1l, 1950 A. H. wlNKLER Erm.

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ENGINE coNTRoL MEANS April l1, 1950 8 Sheets-Sheet 7 Filed July l0, 1944 iwf-mms 'Array/ver April 11, 1950 A. H. wlNKLER ETAL ENGINE coN'rRoL MEANS 8 Sheets-Sheet 8 Filed July 10, 1944 I INvsA/mes Auer H. MNM/.5?

ffl/L Patented 'Api'. 1l, 1950 ENGINE CONTROL MEANS Albert H. Winkler and Emil 0. Wirth, South Bend, Ind., assignors to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application July 10, 1944, Serial No. 544,266

(Cl. 12S- 127) 68 Claims. l

This invention relates to engine control means and more particularly to such control means for providing improved engine performance under various operating conditions.

'I'he internal combustion engines in most present day automotive vehicles must operate throughout a wide range of speed and power and with such an arrangement eiilciency in the use of fuel is low during a large part of the time inasmuch as the engine cannot operate in a favorable speed and load range during the greater part of its operating time.

It is therefore an important object of the present invention to provide means for improving the operating characteristics of internal combustion engines and broaden the speed range and partial load operating conditions so that better performance and economy can be obtained.

Another object of the invention is to provide a device of this character wherein the flexibility, efficiency, economy, speed and power of the engine is increased. v

A :The present invention further contemplates the use of a split engine arrangement, by which is meant herein that under certain operating conditions some of the cylinders of a multiple cylinder internal combustion engine are at times cut out or rendered inoperative for producing power and do not draw a fuel charge into the cylinders thus reducing the total fuel consumption of the engine, such cylinders being cut out when the load on the engine is light and relatively little power is required, as when the vehicle in which the engine is installed is being operated with little or no load above its own weight. During heavy load requirements all the cylinders are operating.

The present invention further contemplates the provision of a multiple stage carburetor system by means of which under certain operating conditions fuel mixture is supplied by a single carburetor induction passage for economical operation, and under other operating conditions such mixture is supplied from two or more carburetor induction passages so that the engine will be supplied with a sufficient volume of fuel mixture for increasing its speed and power. It is still further contemplated by the present invention to supply air to the multiple stage carburetor system under superatmospheric pressure, as by a supercharger, so that the engine will develop maximum speed and power.

A further object is to provide means to control the various factors or elements above mentioned so that operation of the engine is smooth throughout its entire range of operation. Various factors may be employed in the control means such as manually actuated means, engine speed, induction system pressures, the mass rate of air flow or volume rate of air flow, electrical means, and/ or hydraulic means.

Various problems are involved in combining a split engine arrangement, a multiple stage carburetor system and a supercharger so that the combination will function properly and it is therefore a further object of the invention to provide means for effecting cooperation of the various parts of the device and it is to be understood that the present invention deals with improvement with respect to the entire combination as well as with respect to subcombinations thereof, and to various elements per se.

Novelty also resides in various parts of the means for controlling the split engine system, the multiple stage carburetor system and the supercharger, and various combinations thereof, as well as in the means for controlling entire combinations in accordance with the condition under which the engine is operating.

The characteristics and advantages of the invention are further suiliciently referred to in connection with the following detailed description of the accompanying drawings which represent certain preferred embodiments. After considering these examples, skilled persons will understand that many variations may be made without departing from the principles disclosed, and we contemplate the employment of any structures, arrangements or modes of operation that are properly within the scope of the appended claims.

Referring to the drawings:

Figure l is a schematic view, partially in section, showing an engine control system embodying the present invention;

Figure 2 is an enlarged partial section of a multiple stage carburetor system in which the carburetors are shown schematically and are attached to the manifold of an internal combustion engine to which both carburetors deliver fuel mixture;

Figure 3 is an enlarged detail of the engine valve actuating mechanism;

Figure 4 is a section taken on line 4 4 of Figure 1 schematically showing the interior of the supercharger;

Figure 5 is an enlarged schematic section through the coupling for the supercharger in the arrangement shown in Figure 1;

Figure 6 is a schematic view of a'n alternative arrangement of a supercharger control system;

Figure 7 is a schematic view of an alternative arrangement of the overcontrol system;

Figure 8 is a schematic view oi another alternative overcontrol system;

Figure 9 is a schematic view oi stili another overcontrol arrangement;

Figure 10 is a view taken on line i0-l0 of Figure 9;

Figure 11 diagrammatically shows an alternative arrangement of the multiple stage carburetor system including governor valves in the induction passages;

Figure 12 is a schematic view of another alternative arrangement of the multiple stage carburetor system, supercharger and controls therefOr; l

Figure 13 is an enlarged schematic view of the supercharger control means for the embodiment of Figure 12;

Figure 14 is an emerged schematic view of an epicyclic coupling or transmission for the supercharger in the arrangement shown in Figure 12;

Figure 15 is an enlarged section taken on line Il-Ii of Figure 14; and

Figure 16 is an alternative arrangement of the actuating mechanism of the pressure control valve of Figure 12.

Throughout the drawings and specication similar reference numerals refer to similar parts although where such parts are modied in structure and operation they are given a further diftering reference character.

In this application a split engine is to be considered one in which a portion of the cylinder. as for example half of the cylinders, function in the normal manner but the remaining cylinders are rendered inoperative, the intake and exhaust valves of said remaining cylinders being continually seated or closed when the engine is split With such an arrangement the ignition can be cut out for the latter cylinders or it may remain operative as desired.

Referring first to Figure 1 there is shown diagrammatically a portion of the intake and exhaust valve mechanism for a plural number of cylinders of an internal combustion engine with the controls for cutting said cylinder out or in; a multiple stage carburetor system and controls; and supercharger and the controls thereof. The subject matter shown in Figure 1, principally in the lower half thereof, is claimed in the sole application of Albert H. Winkler. Serial No. 6,527, tiled February 5, 1948, as a division of the present case.

Split engine mechanism The split engine contemplated for use in the present arrangement, wherein a portion of the cylinders are adapted to be rendered inoperative for delivering power, preferably should have eight cylinders and under conditions of light load half of the cylinders are rendered inoperative or cut out. However a diierent number of cylinders may be cut out. Further it is to be understood that this portion of the invention is not to be considered as being limited to an eight cylinder engine, for plural cylinder engines having other numbers of cylinders may b e used and any desired number of said cylinders may be cut out as desired or required by the particular installation, the number of cylinders cut out being readily determinable by those skilled in the art.

In the drawings, Figure 1, only a portion of the intake and exhaust valve mechanism of four cylinders is shown, as it is believed to be unnecessary to a full understanding of the invention to show the valve mechanism of all the cylinders, it being understood. of course, that each cylinder is provided with an intake and an exhaust valve and that the group oi cylinders not shown are adapted to function at all such times as the engine is operating. In the arrangement of Figure 1 the valves shown are to be considered those of one bank of a V-8 engine and are the valves of cylinders adapted to be rendered inoperative at times, it being understood however that the invention may be embodied in an inline and in other types of engines.

The valve mechanism and controls therefor herein disclosed, comprise exhaust valve stems I0 and intake valve stems i2 each of which is engaged by a valve pusher i4 slidable in a valve guide i6, said valve pushers being disposed in the upper portion of the respective valve guides, as shown. The lower portion of the guides i6 have respective cam followers it disposed therein which also slide in said guide and are engaged by respective cams 20. A spring 22 is provided in each valve guide and reacts between the valve pusher and cam follower urging same apart, said springs being of substantially less strength than the springs of the intake and exhaust valves urging said valves closed. Means is provided for supplying oil to the space in the valve guides between the valve pushers and cam followers, said means comprising conduits 24 for the exhaust valves and conduits 26 for the intake valves. The conduits 24 and 2E are connected with a tube 28 comprising the body of a hydraulic control valve and the points of connection of said conduits 24 and 2G with the tube 2B are spaced longitudinally of said tube. A sliding valve member 30 is disposed in the tube 28 and member 3B is provided with a plurality of annular grooves 32 and 3,3 therein spaced longitudinally apart relative to the length of the member 30, there being a vent 3l in an end wall 33 of tube 28 to eliminate undesirable pressures between said wall 33 and the adjacent end of the member 30 and thereby prevent interference with reciprocable movements of member 30.

Means for actuating the valve member 3u comprises a piston 46 connected with said member and reciprocably mounted in a cylinder 48, said piston having an annular groove 41 therein and passages I9 which connect the groove with the interior of said piston. A spring 50 urges the piston to the left, as shown in the drawings, and movement of said piston to the left is limited by a longitudinally projecting, reduced diameter portion 52 of the piston head which is adapted to abut against the adjacent end wall 54 of the cylinder thereby spacing the head of the piston from said cylinder end.

In the present showing the engine valve control mechanism also includes means for actuating the piston 46 and oil for actuating said piston is supplied from an oil reservoir, which may be the engine crank case. Such oil is supplied under pressure by an oil pump, not shown, driven by the engine or by any other suitable means, it being understood that other liquids than oil may be used and that other means may be provided for supplying the liquid under pressure either from the crank case or from some other source 0f supply. The oil is delivered through a conduit 34 which communicates with aconduit 36'having branches 40 and 42 respectively which are connected with the tube member 28, said connections being longitudinally spaced with respect to tube 28.l Check valves 44 are provided in each branch conduit 40 and 42 to prevent backow therethrough. Also included in the means for controlling the engine intake and exhaust valves and the port 51 being connected with a conduit 58 which communicates with a reservoir 60 having a pipe 62 through which oil is returned to the crank case. The conduit 58 has a branch 64 which communicates with the cylinder 48 behind the piston when the latter is in the position shown in the drawings and a second branch 66 of restricted capacity which communicates with the cylinder adjacent its right hand end, the purpose of this arrangement being hereinafter described. The conduit 58 also has a plurality of branch conduits 66 and 61 which communicate with the tube 28 between the conduits 24 and 26, the connections of conduits 66 with the tube 28 being spaced further from the adjacent connections of conduits 24 than the connections of conduits 61 are spaced from adjacent conduits 26. The cylinder 48 is connected with the valve casing 56 by a conduit 68 which communicates with the left hand end of said cylinder ahead of the piston 46, the conduit 68 being connected to said casing adjacent the left hand end thereof. There is also a branch pipe or conduit from conduit 68 which communicates with the right hand end of said casing.

Within the casing there is a slidable valve member 12 having tapered ends which are adapted to cooperate with the respective ports 55 and 51, said ends being adapted to close said ports in the casing in accordance with the position of said member 12, there being a spring 14 which reacts against a flange 16 of the valve member 12 and urges said member to the left forl normally closing the port 55 of the casing 56. A solenoid 18 is mounted in the valve casing 56 and receives the member 12 in a central opening thereof, said solenoid being adapted, when energized, to actuate the valve member 12 to the right for closing the port 51 of casing 56 and opening the port 55.

An electrical control system for the solenoid is provided and comprises a suitable source of power, which is shown as a battery 80, having a ground 82 and a connection 84 with the solenoid in which an ignition switch 86 may be interposed if desired so that the solenoid may be energized only when the ignition is turned on. The solenoid valso has a connection 88 with an overcontrol switch, indicated generally at 90, said switch being a manual one, preferably operated from the instrument panel or dash of the Vehicle, and is provided with a grounded contact point 92 and a second contact 94 has a wire 96 leading to a snap switch indicated generally at 98. The snap switch includes a lever |00 mounted on a grounded shaft |02 and carrying a contact |04 adapted to engage a contact |06 to which wire 96 is connected. An actuating lever |08 is rotatable relative to the axis of the shaft |02 whereby there may be relative movement between the lever |06 and lever |08, a spring ||0 providing a resilient connection between the said levers |00 and |08, the latter being connected adjacent its free end to a rod ||2 connected to a lever ||4 fixed to a shaft ||6 which is adapted to be connected to the usual conventional manually actuated accelerator pedal, not shown, which is adapted to effect rotation of the shaft III and thereby effect operative movement of the lever H4.

The overcontrol switch 94 is preferably operated from the dash to provide means for manually cutting out the cylinders or rendering them operative, or connecting the solenoid with the mechanical acting solenoid switch 96 which is controlled in connection with the control mechanism for the carburetor throttle valves and the supercharger as will be hereinafter described.

Operation of the split engine mechanism With the parts of the split engine control mechanism in the positions shown in Figure 1, and oil filling the various conduits above described,y the general operation of the device is as follows: Oil under pressure is delivered by the engine oil pump through pipes 34, 36 and branch pipes 46 and 42, thence through grooves 32 in the member 30 to the pipes 24 and 26 for the exhaust and intake valves respectively. The conduits 24 and 26, being connected with the interior of the valve guides |6 as best shown in Figure 10, deliver oil into said guides between the valve pushers |4 and the cam followers I8, the oil from said conduits 24 and 26 being delivered into annular grooves I 20 of the valve pushers I4 and thence into the interior of said pushers by way c f ports |22. The grooves |20 are of such length and so associated with the adjacent ends of the conduits 24 and 26 that communication between the conduits 24 and 26 and respective valve guides is provided at all times. The spring 22 normally urges the pusher and cam follower apart and when oil under pump pressure fills the space between said pushers and followers the valves will be actuated by the cams 20 and function in the normal manner.

Should it be desired to cut out certain of the cylinders the solenoid 18 is energized and thereupon moves the plunger 12 to the right thereby opening the port 55 of the casing 56 and closing the port 51 thereof. Oil under pressure then is transmitted from conduit 34, through the left hand end of casing 56 and to conduit 68, thence into the cylinder 48 ahead of the piston 46. The pressure of oil `l`forces the piston 46 to the right which effects movement to the right of the member 30, the rate of such movement being determined by the rate the oil can flow from the cylinder 48 behind said piston. As the piston moves to the right oil behind it escapes from the cyl'- inder through the passages 64 and 65, the movement of the piston being rapid until it passes and closes passage 64, due to the fact that the combined areas of passages 64 and 65 permit a rapid discharge of the liquid from the cylinder behind the piston. When piston 46 cuts off the flow of liquid into passage 64 the rate of piston travel is substantially reduced as the flow through passage 65 is restricted. Then, when groove 41 comes into communication with passage 64, as the piston continues its rearward movement at a reduced rate, the rate of ow from the piston increases due to the escape of oil from the cylinder through orifices 49, groove 41 and passage 64 as well as passage 65 the piston travel becomes rapid until said piston reaches the end of its rearward stroke or movement to the right, the purpose of this arrangement being hereinafter described;

Referring to the grooves 32 and 33 in the `member 30, it is to be noted that they are so arranged that when the member 30 is at its limit of movement to the right the conduits 40 communicate with the grooves 32 substantially centrally rela- :,soacao tive to their ends and the conduits 24 communicate with the grooves 33 adjacent the left ends thereof. The conduits 24 and 26 communicate with the respective grooves 32 and 33 adjacent their right hand ends. Therefore when the member 38 is moved to the right to its limit of movement the conduits 40 and 42 are cut oi from communication with the respective grooves 32 and 33 and said grooves then provide communieating means between the conduits 24, 26 and 56 and 61 respectively whereby the oil between the valve pushers and cam followers of the intake and exhaust valves escapes through the conduits 24, 26 and 66 and 61 and is carried to the reservoir 60 through the pipe 58. Thereafter the cam followers are actuated by the cams but are incapable of transmitting pressure through the oil to the valve pushers. Thus the cylinders of one bank of the engine are rendered inoperative inasmuch as they cannot be charged with fuel mixture from the carburetor, the other bank of cylinders being, of course, operative in the usual manner. It is to be understood of course that some cylinders may be cut out in each bank of a V-8 engine, the cylinders to be cut out being readily determlnable by those skilled in the art said cylinders being selected in accordance with the particular characteristics of crankshaft structure and firing arrangement.

When the solenoid 18 is deenergized spring 14 moves the plunger 12 to the left for closing the port 55 and opening the port 51 of the casing 56. Spring 50 then urges the piston 46 to the left and oil ahead of the piston is forced out through the conduits 68, 10, the right side of the casing and into the pipe 58 which delivers it to the reservoir 60 and thence it is returned to the crank case of the engine. The speed of travel of the piston is determined largely by the rate that oil is allowed to enter the cylinder behind the piston.

In order to prevent excessive pressure building up in the cylinders which are cut out, the exhaust valves thereof should operate alittle longer than the intake valves when said cylinders are being cut out, and said exhaust valves should begin operation before the intake valves when bringing the cylinders back into operation. This is effected by the proper spacing of the conduits 24, 26, 66, 40 and 42 relative to the tube 28 and the grooves 32, as above described, and when the member 30 `is actuated to the left the sequence of operations is as follows: The grooves 33 connect the conduits 26 and 61 together before the conduit 42 is cut oii. There is then a time lapse before grooves 32 connect conduits 24 and 66 together. After the latter connection is made the conduit 40 is cut ofi. Thus the pressure in the valve guides for the intake valves is relieved earlier than the pressure in the guides for the exhaust valves. Further, as the first portion of the movement of the member 30 is extremely rapid there is a quick relief of oil pressure in the intake valve guides and consequently a quick rendering of the intake valves inoperative. As subsequent movement of member 30 to the right is at a reduced speed there is sufficient delay in rendering the exhaust valves inoperative to prevent building up of excessive pressure in the cylinders of the engine which are being cut out. The latter portion of the movement to the right of the member 30 is rapid and occurs after the exhaust valves have been cut out.

Return movementof member 30 (movement to the left) occurs in reverse sequence to that above described and the first portion of the movement is relatively rapid, followed by movement at a slower rate during the time the exhaust valves are rendered operative, the connection between the conduits 24 and 66 being broken before the connection between the conduits 26 and 81 and oil is supplied to the exhaust valve guides before it is supplied to the intake valve guides. After the exhaust valves are rendered operative the intake valves are rapidly brought into operation.

While the foregoing arrangement is preferred it is to be understood that the invention is not limited thereto for other arrangements may be provided within the spirit and scope of the inventive concept in its broader aspects.

Carburetor system While a single stage type of carburetor may be used the carburetor system of the present invention is preferably of the multiple stage type, and as shown comprises a plurality of carburetors indicated generally at |30 and |32, Figures l and 2, although an integral carburetor having a plurality ofinduction passages may be used. Each carburetor comprises an air horn section |34 a body section |38 and a throttle body section |38. The induction passages of the carburetors each has an air entrance |40 communieating with a. casing |42 from which air is supplied to said induction passages. In the arrange- Y ment as shown the carburetor |30 is the primary carburetor and the carburetor |32 is the secondary one and the respective primary and secondary induction passages respectively include large venturis |43 and |44, small venturis |45, |48, mixture passages |48 and throttle valves |50 and |5| controlling the flow of mixture through the respective mixture passages. The carburetors may deliver fuel mixture to a plurality of intake manifolds although as shown they deliver fuel mixture to a single intake manifold |52 and said carburetors are preferably provided with the usual conventional acceleration pumps |54, economizers |62 controlled with the throttle or by any other well known means, and idling systems |58. Fuel as supplied to the carburetors from any suitable source to the fuel chambers |88 which lhave the usual oat mechanisms |63 and the fuel is delivered from the fuel chambers to the small venturis by means of main fuel nozzles |64 having air bleeds |66. Air may be supplied to the casing |42, Figure 1, through an air passage |68 having the usual air filter |10 connected to its intake end. An unbalanced iiap valve |12. for preventing backfiow of air in passage |68, is pivoted on a shaft |14 and is adapted to permit the flow of air through said air passage |68, the valve |12 being normally closed by a spring |16 and is openable by the flow of air through the passage |68. If desired the 'secondary or second stage carburetor may be provided with an oset valve |18 posterior to the throttle valve |5| thereof which is adapted to function in a manner similar to that disclosed in the Wirth Patent No. 2,420,925 for a Charge forming device, issued May 20, 1947, the valve |18 being urged closed by a spring |80.

Throttle valve control means The primary throttle valve |50 is provided with a throttle lever |82 which in turn is connected to the free end of lever |I4 by means of a rod |84. there being a pin, |85, and slot, |88, connection between the throttle lever |82 and rod |84, with n'. spring |80 so connected to the rod and pin that the pin is normally but yieldingly held at the right hand end of the slot |88. The secondary throttle valve ls provided with a throttle lever |92 which is connected by a rod |94 with the free end of a lever |96 rotatably mounted on the shaft ||6. There is also a pin, |91, and slot, |98, connection between the throttle lever |92 and the rod |94 and a spring 200 is so connected to the rod |94 and pin |91 that said pin is nor mally but yieldingly positioned at the right hand end of the slot |98. A spring 204 provides yielding means for returning lever |98 to position 3 and stops 205 and 201 limit counterclockwise movement of levers ||4 and |96 respectively.

Supercharger and driving coupling Incorporation of a supercharger system is also contemplated by the present invention and comprises a supercharger 2|0 having a discharge passage 2|2 connected with the casing |42. An air inlet passage 2| 4 is provided for the supercharger and the inlet end thereof is provided with the usual air illter 2| 6. The supercharger may be of any well known type but as shown comprises a Root-type blower in which impellers 2|8 are rotated in a casing 220 in the well known manner to provide air under superatmospheric pressure to the carburetors. The supercharger drive shaft 22| is provided with a pulley 222 connected by a belt 224 with a pulley 226 on a shaft 225 of a variable speed transmission or coupling indicated generally at 228 which may be connected by a shaft 230 to any suitable rotating part of the engine either directly, through belts or through a chain of gears, in any well known manner.

The coupling or transmission 228 may be of any well known type but as shown comprises a scoop controlled hydraulic coupling having an outer oil reservoir or casing 232v adapted to rotate on a stationary member` 234. An impeller 236 is connected to the driving shaft 230 and a runner 238 is connected to the driven shaft 225.

on which the pulley 226 is mounted. A scoop tube 240 is eccentrically mounted on the stationary member 234 and is pivoted so that it can swing through an arc about its pivot point, said scoop being actuated by a control lever 242 which is connected therewith. The outer casing 232 serves as an oil reservoir for retaining the oil that is not required in the circuit to transmit power at any particular speed setting. When the casing is rotating, centrifugal force holds the oil in an annular ring 244 formed in the casing and with the 'scoop tube tip in its out-ermost or full dip position, as shown in Figure 5, and held stationary, the scoop picks up substantially all of the oil in the outer casing 232, the oil entering the scoop through an opening 246 .and carrying it through opening-s in the stationary member 234 and thence into the working system for transmitting maximum power, the oil following the course indicated 'by the arrows in Figure 5. When the scoop tube is set in its fully retracted position the free end is completely out of the annular ring 244 of the casing and no oil is delivered to the working circuit. Leakoff nozzles 248 allow a constant ilow of oil from the working circuit to the outer casing and as no replacing oil is received from the scoop tube when in the retracted position, the working circuit empties and power transmission ceases. With the scoop tube in any intermediatc position between full dip and fully retracted it leaves in the other casing a rim of oil of varying thickness depending on thevarious positions of the scoop tube with relation to the outer casing oil and the position of the scoop tube therefore determines the amount of oil in the working circuit and therefore the output speed and power of the coupling.

Supercharger control The control of the coupling and therefore the control of the supercharger from zero speed to maximum speed, in conjunction with the throttle valve controls, comprises a lever 266 pivoted intermediate its ends at 268. A lateral extension 210 is provided on lever 268 and extends radially of the axis 268. The free end of lever 210 is operably received between a pair of spaced pins 212 fixed to a rod 214 connected at 216 with the lever 242 of the coupling 228. The arrangement is such that rotation of lever 210 will effect rotation of lever 242 for varying the position of the scoop 240 and thereby effecting variations of the speed and power output of the coupling, rotation of lever 266 in a clockwise direction being adapted to initiate power transmission and increase the output speed of the coupling and counterclockwise rotation being adapted to decrease said output speed and halt power transmission at its limit of counterclockwise movement as shown in Figure 1.

Clockwise rotation of lever 266 is effected by a spring 303, said rotation being limited by a rod 306 which has a slot 304 in one end in which is received a pin 302 attached to lever 266 adjacent one end thereof. The rod 306 has a second slot 308 adjacent the left hand end in which is slidably received a pin 3|0 fixed in an extension 3|2 of lever ||4. The slot 308 also has a notch 3|4, the purpose of which will be hereinafter described. It is to be noted that the rod or link 306 is also provided with a slot 3|8 in which is received a pin 3|8 which may be iixed to any suitable adjacent stationary part and which serves as a guide for the link 308. A stop member 320 is provided above the link 306, as shown in the drawings, and is eccentrically mounted at 322 to any suitable fixed member, thereby providing adjusting means for the stop 320 with respect to the adjacent side of the link or rod 306.

Operation of the above described arrangement When the levers |I4 and |96, the supercharger coupling control mechanism and the split engine control mechanism are in the positions shown in Figure 1 and the switch 90 is positioned to connect wires 88 and 96 together (assuming the engine is running) both primary and secondary throttle valves are in the idling potion, the supercharger is inoperative and the engine is operating on a portion only of its cylinders.

Depression of the accelerator pedalwill effect clockwise rotation of the lever ||4 for opening the throttle valves and as said lever is moved from position 1 to position 2 the primary throttle valve |50 will be opened, said valve being fully opened when the lever ||4 reaches position 2. It is to be understood that the spring is of sufficient strength to retain pin |86 at the right hand end of slot |88 as lever |I4 is moved throughout the range from position 1 to position 2. When the primary throttle valve |58 reaches its fully open position it is held against further movement in the same direction by any well known means such as a stop |83 against which the primary throttle lever |82 is adapted to abut.

When the throttle valves are at idling and at all other times that the supercharger is inoperative air is taken into chamber |42, and thence into the carburetor induction passages, through the air passages |60, the valve |72 then being opened by air flow through the latter passage. However when the supercharger is in operation and is delivering air at atmospheric pressure the valve |12 is closed by spring |76 and said superatmospheric air pressure and all the air is supplied to the carburetor induction passages through the supercharger.

As the lever H4 moves from position l to position 2 the pin 3| 0 moves into notch 3|4 due to the fact that a spring 206 is provided which is so connected to the adjacent end of rod 306 that i-t exerts an upward force on said end of rod 306 as well as a longitudinal pressure thereon tending to move rod 306 to the left, and as the configuration of notch 3H is such as to provide an abutting shoulder 3|5 which pin 3| 0 is adapted to engage for positive actuation of the rod 306 to the right when lever H4 reaches position 2, further clockwise movement of lever ||4 beyond said position 2 will eect movement of rod 306 to the right. Therefore, as lever ||4 moves from position 2 to position 3, and rod 306 is positively moved to the right, spring 303 effects actuation of lever 266 so that power is transmitted through coupling 228 and the supercharger is operated, said coupling having minimum slippage and the supercharger is operating at maximum R. P. M. for that given engine speed when the lever H4 reaches position 3. Also as lever lll moves from position 2 to position 3 the spring |90 yields, permitting the pin |86 to slide in slot |06. At this time the left hand end of rod 306 has been raised by the upward movement of pin 3|0 as lever H0 is rotated, and contacts stop 320 so that further clockwise rotation of lever ||4 will cause the pin 3|0 to move out of notch 3|! and spring 206, which is stronger than spring 303, will cause the rod 306 to snap to the left and cut out the supercharger.

It is to be noted that as lever ||4 is rotated in the clockwise direction lever |08 of the split engine control is moved in a counterclockwise direction and when the lever IM passes position 3 leve;` |08 passes position 3a causing spring |I0 to pass across the axis |02 of levers |08 and |00 and effect sudden clockwise movement of the latter to break the solenoid circuit. This results in the bringing into operation the cylinders of the engine heretofore inoperative and the engine then operates upon all its cylinders in the normal manner.

When the lever ||4 is moved clockwise beyond position 3 a lug 202 picks up and moves lever |96 in the same direction for opening the secondary throttle valve |5| which is fully opened when said levers reach position 4, at which time throttle lever |92 contacts stop |53 to limit further movement of said lever and valve and thereafter, with further clockwise movement of lever I4 and |96 the spring 200 yields and pin |91 slides in slot |90. When the levers III and |96 are at said position 4 pin 3|0 has reached the right hand end of slot 308 and movement of said levers from position 4 to'position 5 brings in the supercharger and controls its speed in a manner similar to that above described.

Return movement of the lever Ill is dected by the spring, not shown, of the accelerator pedal mechanism which is strong enough to effect such movement against any opposing force in the mechanism and when said levers and lever |99 are moved from position 5 to position 4 the supercharger speed is reduced accordingly and when said position 4 is reached the supercharger is cut out entirely. Thereafter counterclockwise movements of the levers to their limits of movement, as shown in Figure l, progressively and successively, close rst the secondary valve 50| and then the primary valve |50. It is to be noted that the snap switch 98 will not return to its closed circuit position until the lever IH has rotated counterclockwise beyond position 3.

While the above arrangement for controlling the valves of the engine is disclosed, other means may also be used such as vacuum controlled means or the like.

Automatic overcontrol for the supercharger It is generally undesirable to have the supercharger operate above certain relative speeds in relation toengine speed in order to prevent detonation, such speeds varying with the type of supercharger and the installation, and since the supercharger is driven through a hydraulic coupling which may drive the supercharger at such speeds that the resulting pressure built up in the induction system will cause detonation, it is desirable to provide overcontrol means for regulating or controlling the speed and resulting pressure output of the supercharger. Also the induction system pressure curve characteristics throughout the speed range may vary for diierent types of engines and operating conditions so means for modifying the pressure curve is desirable and is included in said overcontrol means.

One means for preventing the building up of intake manifold pressure above a predetermined maximum is a. relief valve set to open at or just above the maximum manifold pressure. However, in such an arrangement, there is a wasteful blow olf of air. Therefore, in order to limit the speed of the supercharger and also limit the maximum pressure in the intake manifold system Without waste, the present invention provides a supercharger speed regulator, indicated generally at 250, and a maximum pressure regulator. indicated generally at 25|. Both regulators are overcontrol devices with respect to the manual control and as shown are pressure responsive, as hereinafter described although other suitable types of controls may be used for controlling the supercharger speed and/or pressure.

The speed regulator comprises a cylinder 254 in which a piston 258 is reciprocably mounted. A rod 260 is xed to the piston and extends through a cylinder Wall 26|. The rod 260 is provided with a slot 262 adjacent its outward end and in which is received a pin 264 fixed to the lever 266 adjacent the end opposite that in which pin 302 is xed. The piston 258 is urged to the left by a calibrated spring 296 and is limited in its leftward movement by an enlarged portion 298 on the rod 260 which portion 298 engages wall 26| and spaces the adjacent end of the piston from said wall to provide a space which is connected by a conduit 218 with the air inlet of the primary induction passage at Y, anterior to the venturis and throttle valve. The opposite end of the cylinder is connected with a conduit 282 which communicates with a venturi in the primary induction passage at YI. the conduit 282 being provided with a branch conduit 24 :,soacso 13 which communicates with a venturi in the secondary induction passage at Y2. While the conduits 282 and 284 are shown connected with the large venturis in the respective induction passages they may alternatively be connected to the small venturis if desired. Conduite 282 and 284 have restrictions 286 and 288 respectively there'- in and, to prevent back bleeding in said conduit v282, a check valve 290 is provided therein between the junction of passage 284 therewith and the cylinder 254, it being understood that the restrictions 286 and 288 are between the valve 280 and the respective induction passages with which said conduits are connected. There is also a branch conduit 292 connected with the conduit 282, the former being connected at YI with the primary induction passage posterior to the throttle valve thereof, the juncture of conduit 292 with conduit 282 being between the valve 280 and the cylinder 254. A check valve 294 is also provided in conduit 292, to prevent back bleeding therethrough. However in order to permit the piston 258 to be actuated to the left a calibrated bleed 293 is provided in the cylinder. This bleed is calibrated so that it will not interfere with the actuation of said piston by induction passage pressures and it is to be understood that the bleed may alternately be in any suitable place in conduit 282 or across the piston 258.

The pressure regulator comprises a cylinder 252 in which a piston 256 is operably disposed. Piston 256 has a rod 251 which sldably extends through and outwardly of a wall 259 of the cylinder, said rod having a slot 262 into which the pin 264 of lever 266 extends, it being understood that the slotted portions of rods 251 and 260 lie adjacent and substantially parallel to each other, as best shown in Figure 14, and that said rods are movable independently of each other. A calibrated spring 30| urges piston 256 to the left and an extension 300 on the head of said piston limits the spring urged movement thereof by contact with the adjacent wall of the cylinder thus providing a space ahead of the piston, which space is connected with conduit 218 by a branch conduit 219. A vent 280 is provided in cylinder wall-259 to relieve pressure behind the piston and permit proper functioning thereof.

Operation of the regulators 'of movement to the left. At this time the pressures at Y and YI, and consequently vthe pressure behind the piston 258, vary little from atmospheric pressure. However the pressure posterior to the throttle |50 is substantially lower than atmospheric pressure and is transmitted to cylinder 254 ahead of piston 258. As a result the piston is moved against the force of spring 296 and the rod 260 is moved to the right to its limit of movement so that the extreme outer "end of slot 262 of said rod moves to position adja- At this time piston 256 cent pin 264 of lever 266. in the pressure control device remains in the position shown in Figure 1.

Should the lever ||4 be moved suddenly in the clockwise direction to a position between positions 2 and 3 thethrottle valve |58 .ot the.

14 primary induction passage will be fully opened and the rod 306 will be moved to the right. At this time the engine speed will be low so that little air will flow through the venturi |48 of the primary induction passage. The pressures at YI and Y3 will be somewhat below atmospheric but not a great'deal below said atmospheric pressure. Also the pressures at Y and Y2 will not be appreciably below atmospheric. Thus the spring 296 will tend to move the piston 258 to the left and as the pressures tending to move said piston to the right are slight, the spring 802 will aotuate lever 266 to eil'ect a transmission of power through the coupling 228. As the supercharger starts to operate the pressure builds up rapidly in the chamber |42 and in the secondary induction passage and the inlet portion of the primary induction passage. Should the speed of the supercharger increase too rapidly and reach the desired maximum induction system pressure for that engine speed pressure at Y will build up and-be transmitted by way of conduit 218 to cylinders 254 and 252 so that the piston in said cylinder 252 will be moved tothe right against the tension of the spring 30|. The action l'oi' said piston will cause the left hand end of the slot 262 in the rod 251 to engage the pin 264 of lever 266 and force movement of said lever counterclockwise to effect reduction in' the supercharger speed and consequently the pressure of the air delivered by said supercharger will be of the primary carburetor and the pressure in the venturi |43 will be substantially less than under the conditions above described and the pressure in the inlet of the primary induction passage will be substantially lower than under said conditions. The pressure at YI, as modiiled by the pressure at Y2 which will result in bleeding air through conduit 292, will be substantially below atmospheric pressure and will eiect movement oi.' piston 258 to the right and modify the supercharger speed with respect to the manually controlled position to prevent excessive speed of the supercharger with its consequent excessive air pressure delivery.

Comparable conditions and functioning of the arrangement shown in Figure l will occur when the secondary throttle valve is actuated in addition to the primary valve. However the operation of the regulators will be somewhat modied by the air ilow through the secondary in duction passage so that the pressures at Y2 will modify the action of said regulators. The use ofthe connection to the secondary venturi is optional and may be used or eliminated depending upon the action desired in the particular installation. However the regulators will similarly prevent excessive speeds of the supercharger and the development of excessive air pressures to the carburetor induction passages and the engine.

The above overcontrol means for controlling or regulating the pressure in the induction system is responsive to mass rate and air flow in said induction system for controlling the speed for example. Other alternatives of the overcontrol system will be described hereinafter.

The control means of Figure 6 The alternative supercharger control means shown in Figure 6 includes a toggle linkage comprising rods 306a and 30Go pivoted together at 360. The rod 30Go is provided with a slot 308:1, adjacent its free end, slidably receiving the pin 3|0 of lever H4 therein, and the rod 30Gb has a guide slot 3|6a slidably receiving pin 3|6 therein. The free end of rod 305D has a large slot 304e dened adjacent the outer end thereof by a side member 352 of arcuate shape normally limiting clockwise rotation oi' lever 266, the pin 302 being adapted to slide on the inner surface of member 352 when the rod 30611 is swung on pin 3| 8 as hereinafter described. A rod 354 is rotatably attached, adjacent one end to the pivot 350 and the opposite end is pivotally attached at 356 to a piston rod 358 secured to a piston 360 siidably mounted in a cylinder 362. The piston 360 is urged by a spring 364 in a direction to move the rod 356 outwardly and said piston is adapted to be urged in the opposite direction by oil pressure or the like transmitted to the cylinder 362 through a conduit 366 which is connected to a source of control oil pressure. In the present arrangement the conduit 366 is adapted to be connected to conduit or pipe 63, shown in Figure l, although it may be connected to any other suitable source oi' oil pressure controlled in the required manner as hereinafter described. In this view, Figure 6, it should be noted that the valve |12 is yieldingly urged in the closing direction by a weight I12a.

Operation of the control means of Figure 6 The operation of the throttle valves is the same as above described in connection with those of Figure 1. With this in mind the supercharger control functions as follows in relation to the control of the throttle valves:

When the engine is operating on a portion only of its cylinders and the lever I|4 is at position l the oil under pump pressure is present in conduit 63 and a portion of said oil is transmitted through conduit 366 to the cylinder 362 for positioning the piston 360 adjacent the lower end of said cylinder 362 so that the rods 306a and 30Gb are in their full line position as shown.

Clockwise movement oi' lever II4 from position l to position 2 effects opening of the primary throttle |50 and moves the pin 3I0 to the inner or right hand end of slot 308a. Movement of lever I4 beyond position 2 will then effect movement to the right of the rods 306e and 30Gb, the rod 354 swinging on pivot 356 so that the end pivoted at 350 will follow the movement oi the rods 306a and 3061 which are retained in substantially longitudinal alignment. When the lever ||4 has reached position 3 the supercharger is operating at its maximum speed for the prevailing engine speed. Slight additional clockwise movement of lever 4 will cause the snap switch 98 to be opened so that solenoid 86 will be deenergized and the oil pressure cut oi from the conduit 68, the pressure being relieved as the cil in conduit 68 escapes through the return conduit 58. 'I'he engine now operates in the normal manner with all the cylinders functioning and the spring 364 in the cylinder 362 forces the piston 360 upwardly so that the rods la and '3061 assume the upper dotted linev po-` 16 sition, rod 306e pivoting on pin 3|0 and rod 306i) pivoting on pin 3|8. Due to the tact that spring 364 is stronger than spring 303 counterclockwise movement of lever 266 is eiected and the supercharger is cut out. At the same time the rod 306a moves to the right so that the pin 3| 0 is positioned away from the inner end of slot 308:; and movement of lever ||4 beyond position 3 will not immediately effect starting oi' the supercharger. At position 3 lever ||4 picks up lever |96 and movement of said levers between position 3 and position 4 effect opening of the secondary throttle valve which is fully opened when the said levers are at position 4. At this time pin 3|0 is again moved to the inner end of slot 308a. Thereafter further movement of the levers H4 and |96 in a clockwise direction effects starting of the supercharger which reaches its maximum speed relative to the prevailing engine speed when said levers reach position 5. Movement of levers ||4 and |96 in a counterclockwise direction from position 5 effect a reversal of the above described sequence of operations, and it is to be noted that with this arrangement there is a smooth transition from one stage to another as the lever ||4 is moved from position l to position 5 and back to position l;

Alternative overcontrol arrangements In the alternative overcontrol arrangement shown in Figure 'I the right hand end of cylinder 254 is connected by a conduit 310 to the induction passage of the carburetor |30 posterior to the throttle valve. The left hand end of said cylinder is connected by a conduit 312 with the venturi |43 and the left hand end of the cylinder 252 is connected by a conduit 314 with the air inlet of the primary carburetor |30.

The speed of the supercharger is controlled by this arrangement in accordance with the pressures posterior to the throttle and the pressures in the venturi. This control is modied by the unit 25| in accordance with lthe air inlet pressure. The modiiication shown in Figure l1 is one that may be desirable in some installations.

Another alternative arrangement that may be desirable in certain installations is that shown in Figure 8 wherein the cylinder 254 of unit 250 has a conduit 316 connecting its right hanu end with the airinlet, there being a branch conduit 318 communicating with the left hand end of the cylinder 252 of the unit 25|. The left hand end of cylinder 254 is connected with the venturi |43 by a conduit 360.

. In this arrangement the unit 250 is controlled by the pressures in the air inlet and the pressures in the venturi, the unit 25| being controlled by the air inlet pressure.

If desiredI suction and impact tubes may be included in the connections with the inlet and venturi. As shown, there is an impact tube 362 connected with the conduit 316 and a suction tube 384 connected with the conduit 380. These tubes modify the pressures in the conduits 316 and 380 relative to the pressures prevailing in the air inlet and venturi respectively, an arrangement that may be desirable in certain types of installations. It is to be understood that while the arrangement shown in Figure 8, relative to the suction and impact tubes, may be used said tubes may be otherwise arranged. That is conduit 316 may have a suction tube and conduit 360 may have an impact tube. Also it is to be understood that tubes of this character maybe used in connection with any of the conduits o! sired. A particular advantage of the arrange-4 ment shown in Figure 9 is that it will accurately control the supercharger speed should the valve |12 become stuck in an open position, a contingency which might happen, and which, in the arrangement shown in Figure 1, would result in a loss of air pressure in the chamber |42 and improper functioning of the overcontrol system.

Governor If desired, a governor mechanism may be provided in the arrangement and includes oiset valves 390, Figure 11, which are closed by air flow through the induction passages. The governor control means for said valves 390 may be of any conventional well known commercial type which controls the valve in the well known manner. Such an arrangement may be desirable when the engine is installed in certain types of commercial vehicles wherein it is desired to limit the maximum speed of the vehicle.

Modification shown in Figures 12 to 15 In the modifications shown in Figures 12 to 15 the split engine control mechanism is not shown but may be included if desired. In this modification and referring to Figure 12, an air conduit 400 is connected with the chamber |42 and said conduit has an air filter 402 at its inlet end, which filter may be of any well known type. The passage 400 is controlled 'by a pressure control valve 404 mounted on a shaft 405 to which a valve lever 406 is secured. Closing of valve 404 resutls in a build up of supercharger air pressure supplied to the induction passages of the carburetor system, the control and operation of said valve 404 being hereinafter described. Lever ||4 is connected to the primary throttle by rod |84 and to the secondary throttle by lever |96 and rod |94 and this portion of the carburetor control mechanism operates in substantially the same manner as that hereinabove described in regard to the embodiment of Figure 1. However it is to be noted that lever |96 has an extension 408 which is connected by a rod 4|0 to the lever 406 of the air valve 404. The rod 4| 0 is provided with a slot 4|2 having a notch 4|4 with a, shoulder 4|5 similar to shoulder 3| 5 in Figure 1, and the slotted end of rod 4|0 is urged downwardly and to the left by a spring 4|6. An adjustable stop 4|8 is provided for engagement with one edge of the rod 4|0.

The supercharger drive, as shown, includes an epicyclic transmission indicated generally at 420, and a clutch indicated generally at 422 which may be of any suitable type such as one having disk plates 426 and 428 connected with shafts 424 and 430 respectively. Shaft 424 is driven by the engine through any suitable gearing or other arrangement and-plate 426 is attached to a slidable collar 432 on said shaft so that it may be moved into and out of engagement with plate 428 ilxed to shaft 430 to effect a transmission of 18 power from shaft 424 to shaft 480. the collar 482 being actuated by a lever 434 pivoted intermediate its ends at 486. The plate 426 is normally urged out of engagement with plate 426 by a spring 438 and the clutch is controlled by a hydraulic motor indicated generally at 440 which includes a piston 442 reciprocable in a cylinder 444 and urged to the right by a spring 446` and to the left by the pressure of hydraulic fluid supplied from an oil pump 448, which may be engine operated, or other suitable source of iluid pressure, and transmitted through a conduit 449, a valve 450 and conduit 462. The epicyclic transmission, best shown in Figure 14, includes a sun gear 460 attached to a pulley shaft 466 and meshed with a pinion 462 mounted on a, spider 464 connected with the shaft 430. The pinion 462 is also meshed with an internal gear 468 of a drum 410 which is rotatably mounted on shaft 430. A brake band 412 is adapted to engage the exterior surface of the drum and said brake band is actuated by a hydraulic motor indicated generally at 414,- Figures 12 and 13. The hydraulic motor includes a cylinder 416 in which a piston 418 is operably received and which is connected with the brake drum by a link 480, a spring 482 urging the piston in a direction to release the brake band 412 from engagement with the drum 410. The brake band is moved into engagement with the drum 416 by hydraulic pressure on the piston, said pressure being transmitted through a conduit 484 from the pump 448 by way ofthe valve 450. The shafts 430 and 466 may be directly connected through an cverrunning clutch indicated generally at 431, Figure 14, and shown in detail in Figure 15, said clutch including an outer casing 486 connected to the shaft 466 and an interior member 488 rotatable therein and connected with shaft 490 and having tapered notches 490 in which are received balls 492. When the outer member 486 rotates faster than the member 488, as when the brake band holds the drum 410 stationary and power is transmitted through the epicyclic chain of gears, the balls 492 will not wedge in the smaller portion of the notches 490. However, when the brake band 412 is released the speed of the member 486 drops to the speed of the member 488 the balls 492' become wedged in the smaller portions of the notches 490 thereby effecting a direct drive between the shaft 430 and the shaft 466. k

The construction of the valve 450 is best shown in Figure 13 and includes a casing 494 in which there is disposed a rotatable member 496 having a passage 498 therethrough. Member 496 of. the valve is attached to a lever 500 which in turn is pivotally connected with a link 502 having a slot 504 adjacent its opposite end and which receives therein a pin 506 fixed in lever |96.

Means for relieving the pressure in the motors 444 and 414 is provided and comprises a passage 501 in member 496 which is arranged to connect conduits 452 and 484 with a pressure relief conduit 509 which may lead back to the engine crankcase or other oil reservoir.- A stop 5|| is provided to limit clockwise rotation of lever 500 to a position whereat passage 498 will be moved into register with the pressure relief conduit 509.

Operation The operation of the arrangement shown in Figures l2 to 16 inclusive is as follows:

When the lever ||4 is in the position indicated at 1b the throttle valves are in the substantially closed or idling position, the supercharger is inoperative and the pressure control valve 404 is open. Movement of lever ||4 to position 2b effects opening of the primary throttle valve. The supercharger is inoperative up to this point and the pressure control valve 404 is open. Further movement of lever ||4 in the clockwise direction will cause lug 202 to pick up lever |96 and eifect opening of the second stage carburetor throttle and when the levers ||4 and |96 are moved to position 3b both the primary and secondary throttle valves are fuly open. As the levers |i4 and |86 are moved from position 2bv to 3b pin 506 in lever |96 engages the right hand end of slot 504 to effect actuation of the valve 450 which is opened suiliciently to permit fluid delivered from the oil pump 448 through the conduit 449 to actuate the,piston 442 of the hydraulic motor 440 to the left for engagement of the clutch plates 426 and 428. The overrunning clutch 431 then provided a direct drive between the shafts 430 and 466 bringing the supercharger into action at low speed. At the same time extension 408 in which a pin 5|0 is iixed moves in a clockwise direction so that the pin 5|0 enters the notch 4I4 due to the angular force of the spring 4|6. When the levers ||4 and |96 have reached position 3b the pin 5|0 has engaged the shoulder 4|5 and just begun to move rod 4|0 so that valve 404 is beginning to close. Movement of the levers ||4 and |86 to position 4b effects closing of the pressure control valve 404 so that full supercharger pressure is supplied to the induction passages of the carburetors. The supercharger is now operating at low speed but ready to shift to high speed and the rod 4|0 is just engaging the stop 4|8. Slight additional movement of levers 4 and |96 in a clockwise direction causes the pin 5|0 to be released from the notch 4|4 so that the pressure control valve 404 is opened by the spring 4I6, and also causes the valve element or member 496 of the valve 450 to be moved to a position whereat fluid is supplied to the conduit 484 and pressure is transmitted to the 'piston 418 of the hydraulic motor 414 for effecting actuation of the brake band 412. The actuation of the brake band effects stopping of the drum 410 to shift the transmission 420 into high gear and effect high speed operation of the: supercharger, the overrunning clutch 431 then being inoperative to transmit power between the shafts 430 and 466 due to the fact that shaft 466 is rotating faster than shaft 430. It is to be noted that the pin 5|0 now is at the upper end of slot 4|2 and that further movement of the levers ||4 and |06 in the clockwise direction will effect closing movement of the valve 404. When the levers ||4 and |86 are moved to the 5b position the valve 404 is fully closed and air at full supercharger pressure is supplied to the induction passages.

With counterclockwise movement of levers I4 and |96 the pressure relief valve is opened, the supercharger speed is first reduced and then the device renderedv inoperative and the throttle valves are successively closed.

Pressure control valve means of Figure 16 The alternative control means for the pressure valve 404, which is shown in Figure 16, includes rods 4|0a and 4|0b forming a toggle linkage between the extension 408 of lever |96 and the pressure valve lever 406. Rods 4|0a and 4|0b are pivoted together at 552, rod 4|0a being provided with a slot adjacent its free end in which 20 is slidably received the pin 5| 0 attached to the extension 400 and the rod 4 I 0b has a pivotal connection at 4|| with the lever 406. A connecting rod 550 also has one end pivoted at 552 and has its opposite end pivoted at 554 to a piston rod 556 secured to a piston 558 slidable in a cylinder 560. The piston 558 is urged by a spring 562 in a direction to move the rod 556 inwardly relative to the cylinder, said piston being urged in the opposite direction by oil pressure or the like. As shown the piston is actuated by oil pressure which is transmitted to the cylinder 560 by means of a conduit 564 connected to the conduit 484, Figure 12, although it is to be understood that said conduit 564 may be connected to any other suitable source of fluid pressure controlled ln thc required manner as hereinafter described.

Operation of the control means of Figure 16 The operation of the throttle valves of the arrangement of Figure 16 is the same as described above in connection with the throttle valves of the arrangement of Figure 12. With this in mind the operation of the pressure control valve 404, with respect to the action of the throttle valves, is as follows:

When the lever i I4 is at position 1b the throttle valves are closed, the supercharger is inoperative. and the pressure control valve 404 is open, said valve 404 being urged to the open position by a spring 4| 6a attached to lever 406. A stop 4|1 is provided in the path of lever 406 to limit the opening movement of the valve 404. Movement of lever ||4 to position 2b effects opening of the primary throttle valve and continued movement of lever ||4 in the same direction from position 2b to 3b eiects openings of the secondary throttle valve. When the levers ||4 and |96 have reached position 3b the pin 506 of lever 96 has reached the inner end of slot 504 and the pin 5|0 has reached the inner end of slot 4 2a. Slight movement of levers ||4 and |96 beyond position 3b will cause the valve 450 to permit oil from the pump to pass into the conduit 452 thereby starting the supercharger at low speed, and as the levers ||4 and |96 are moved from position 3b to 4b the pressure control valve 404 is moved to the closed position thereby accordingly increasing the pressure of air to the carburetors. As the pressure control valve 404 is closed as above described it is to be understood that the spring 562 maintains the piston 558 in the position shown in Figure 16 so that the rods 4|0a and 4|0b are maintained in substantial alignment and longitudinal movement of said rods is permitted by the pivotal connections of the connecting rod 550. Movement of levers 4 and |96 beyond position 4b effect shifting of the insupercharger into high speed as described in connection with Figure 12, there then being oil under pressure in conduit 484. Some of this oil is transmitted by conduit 564 to the cylinder 560 for moving the piston 558 to the right, as shown in Figure 16, so that the linkage 4|0a, 4|0b assumes the angular dotted line position shown in the gure. This actuation of the linkage effects full opening of the pressure control valve 404 at which time the pin 5|0 of extension 408 is disposed adjacent the inner end of slot 4|2a so that further clockwise movement of levers ||4 and |86 effect a progressive closing of the valve 404 to again effect building up of the air pressure delivered to the carburetors. Counterclockwise movement of levers ||4 and (96 effect a reversal ofthe above described sequence of operations, there being a smooth transition 21 from one stage to another throughout the entire operating range.

In the present invention it is to be noted that it may be desirable in some installations to use servomotors to eiect actuation of various controls.

It is thought that the invention and many of its attendant advantages will be understood from the foregoing description and it is thought that it will be apparent that various changes may be made in the form, construction and arrangement of the parts of the invention without departing from the spirit and scopethereof or sacriilcing all of its material advantages, the forms hereinbefore described being merely preferred embodiments.

We claim;

1. In a control means for a multiple cylinder internal combustion engine: a carburetor adapted to supply fuel mixture to the engine; means for at times rendering a portion of the cylinders of the engine inoperative; means correlated with the second mentionel means for supplying air to the carburetor at superatmospheric pressure; means for controlling the third mentioned means, the fourth mentioned means being so constructed and arranged that the third mentioned means is rendered operative only when the engine is under a substantial load when only a portion of the cylinders are operating and when said engine is under a substantial load with all of said cylinders operating.

2. In a control means for a multiple cylinder internal combustion engine: a carburetor adapted to supply fuel mixture to the engine; means for at times rendering a portion of the cylinders of the engine inoperative; means for supplying air to the carburetor at superatmospheric pressure; means for controlling the second mentioned means, so constructed and arranged, that when the engine is operated under a light load a portion of the cylinders are rendered functionally inoperative and when the engine is operated under heavier loads all-the cylinders thereof are operative; and means for controlling the third mentioned means, so constructed and arranged, that said third mentioned means is rendered operative when the engine is operated under relatively heavy load conditions with a portion of the cylinders inoperative, and is also rendered operative under relatively heavy load conditions when the engine is operating on all of its cylinders.

3. In a control means for a multiple cylinder engine: means for rendering a portion of said cylinders functionally inoperative at times; a. charge forming device for supplying the engine with fuel mixture; means for supplying the charge forming device with air at superatmospheric pressure; and control means for regulating the air supply means, said control means being adapted to render the air supply means operative only through the upper range of operation both when a portion of the cylinders are rendered inoperative and when all the cylinders are operating.

4. The invention dened by claim 3 wherein the control means is also responsive to the pressure of air supplied to the charge forming device.

5. The invention defined by claim 3 wherein the control means includes means responsive to the mass rate of air flow through the charge forming device.

6. The invention defined by claim 3 wherein the control means is responsive to air pressure and the mass rate of air ilow through the charge forming device.

'1. In a control means for a multiple cylinder internal combustion engine: means for rendering a portion of said cylinders functionally inoperative at times; a multiple stage carburetor system wherein the fuel mixture is supplied to the engine by a plurality of induction passages; a throttle valve for each of said induction passages; means for successively opening and closing said throttle valves; means for supplying air to the induction passages at superatmospheric pressure; means for controlling said means for supplying air at superatmospheric pressure; and means for interconnecting the second mentioned means, the means for -controlling the throttle valves and the means for controlling the fourth mentioned means.

8. In a control means for a multiple cylinder internal combustion engine: a multiple stage carburetor for supplying fuel mixture to the engineand having a plurality of induction passages; throttle valves for said induction passages adapted to besuccessively opened and closed; means correlated with the throttle` valves for rendering a portion of the cylinders of the engine functionally inoperative at times; a supercharger adapted to supply air to the carburetor at superatmospheric pressure; control' means for the supercharger; and means interconnecting the second mentioned means and the control means whereby the controls of the second mentioned means and the supercharger are correlated.

9. In a control means for a multiple cylinder internal combustion engine: means for rendering a portion of said cylinders functionally inoperative; amultiple stage carburetor system including a plurality of induction passages; throttle valves for said induction passages; means for successively opening the throttle valves; a supercharger adapted to deliver air to the induction passages at superatmospheric pressure; control means for said supercharger including a variable output coupling having a connection with the engine for driving same; a connection with the throttle valve control mechanism for varying the output of the coupling; and means, interconnecting the second mentioned means and the throttle control means for controlling said second mentioned means.

10. In a control means for a multiple cylinder internal combustion engine: means for at times rendering a portion of the cylinders functionally inoperative; a multiple stage carburetor system having primary and secondary induction passages; a throttle valve in each of said induction passages; means including a lever for controlling the throttle valves, said lever being adapted to open and close the rst stage throttle valve and Ia second lever for opening and closing the second stage throttle valve, the rst lever being adapted to at times effect actuation of the second lever for actuating the second stage throttle valve; a supercharger adapted to supply the induction passages with air at superatmospheric pressure. and means for operatively connecting the second and third mentioned means.

11. In a control means for a multiple cylinder internal combustion engine: means for at times rendering a portion of the cylinders functionally inoperative; a multiple stage carburetor system having primary and secondary induction passages; a throttle valve in each of said induction passages; means including a lever for controlling the throttle valves, said lever being adapted to open and close the rst stage throttle valve and a second lever adapted to open and close the second stage throttle valve, the ilrst lever being adapted to at times effect actuation of the second lever for actuating the second stage throttle valve; a supercharger adapted to supply the induction passages with air at superatmospheric pressure; control means for the supercharger adapted to vary its speed relative to engine speed; said control means being controlled by the means for actuating the throttle valves.

12. In a control means for an internal combustion engine having an induction system: a multiple stage carburetor having primary and secondary induction passages for delivering fuel mixture to the induction system; throttle valves for said induction passages; means for controlling the throttle valves in series; a supercharger for boosting the fluid pressure in said induction system; and means for controlling the supercharger in accordance with' predetermined throttle valve positions.

13. In a control means for an internal combustion engine having an induction system: a multiple stage carburetor having primary and secondary induction passages forming a part of the induction system; throttle valves for said induction passages; means for controlling the throttle valves in series; a supercharger for boosting the fluid pressure in the induction system; means for controlling the supercharger in accordance with predetermined throttle valve positions; and control means for the supercharger so constructed and arranged, as to control said supercharger in accordance with fluid conditions within the induction system of the engine.

14. In a control means for an internal combustion engine having an induction system: a multiple stage carburetor having primary and secondary induction passages forming part of the induction system; throttle valves for said induction passages; means for controlling the throttle valves in series; a supercharger for boosting the fluid pressure in the induction system; means for controlling the speed of the supercharger relative to engine speed, in accordance with predetermined throttle valve positions; and means responsive to pressures in the induction system of the engine for modifying the action of the supercharger control means.

15. In a control means for an internal combustion engine having an intake manifold: a multiple stage carburetor having primary and secondary induction passages for delivering fuel mixture to said manifold, said manifold and induction passages comprising the induction system of the engine; throttle valves for said induction passages; means for controlling the throttle valves in series; a supercharger for boosting the fluid pressure in the induction system; means, controlled by the second mentioned means, for controlling the supercharger in accordance with predetermined throttle valve positions; and means responsive to the mass rate of air flow in the induction system of the engine for modifying the output of the supercharger as effected by the third mentioned means.

16. In a control means for an internal combustion engine having an intake manifold: a multiple stage carburetor having primary and secondary induction passages connected to the manifold, said passages and manifold comprising the induction system of y the'engine; throttle valves for said induction passages; manual means for controlling the throttle valves in series; a supercharger for boosting the fluid pressure in the induction system; means connected with and com trolled by said manual means for controlling the supercharger; and overcontrol means for varying the action of the third mentioned means, said overcontrol means including means responsive to pressure and the mass rate of air flow in the induction system of the engine.

17. In a control mechanism for an internal combustion engine having a plurality of cylinders: a multiple stage carburetor having a plurality of induction passages; throttle valves for said passages; means for successively opening and closing said throttle valves; and means for rendering a portion of the engine cylinders inoperative at times, saidfmeans being operatively connected with the means for controlling the throttle valves.

18. In a control means for an internal combustion engine having a plurality of cylinders: means for supplying air for the engine fuel mixture at superatmospheric pressure; and means for at times rendering a portion of the engine cylinders functionally inoperative; the means for supplying air under superatmospheric pressure be` ing adapted tofbe rendered inoperative when the engine is operating under loads below a predetermined value and said means is rendered operative when the engine is operating under loads above said predetermined value; the engine cylinders being rendered inoperative when said engine is operating under light loads below a predetermined value and said cylinders being rendered operative when the engine is operating under loads above said value.

19. In a control means for an internal combustion engine having an induction system: a supercharger for the induction system; and means, including a device responsive to the mass rate of air flow in the induction system, for controlling the supercharger.

20. In a control means for an internal combustion engine having an induction system: a supercharger for the induction system; and means for controlling the supercharger, said means being responsive to pressure and mass rate of air flow in the induction system posterior to the supercharger.

21. In a control means for a multiple cylinder internal combustion engine: means for rendering a portion of said cylinders functionally inoperative at times; a multiple stage carburetor system wherein the fuel mixture is supplied to the engine by a plurality of induction passages; throttle valves for said induction passages; means for successively opening and closing said throttle valves; means for supplying air to the induction passages at superatmospheric pressure; means for controlling sad means for supplying air at superatmospheric pressure; and means for interconnecting the second mentioned means, the means for controlling the throttle valves and the means for controlling the fourth mentioned means; said controls being so constructed and arranged that the sequence of operations comprises opening oi' the first stage throttle valve during which time a portion of the engine cylinders are functionally inoperative, bringing the supercharger into operation, cutting out the supercharger, rendering all of the cylinders of the engine operative, opening of the second stage throttle. and again bringing the supercharger into operation.

22. In a control means for a multiple cylinder internal combustion engine: means for rendering a portion of said cylinders functionally inoperative at times; an induction system for the engine 

